Air-brake mechanism



Nov. 24t 1925l 1,562,450

' l [yf C. HESSIAN AIR BRAKE MECHANISM Filed may 26, 1924 2 Sheets-Sheet l l I` SIE z w q N( s l t N M l N, N l \\v /A J I Q 'Y J -o 'Y la I /w m I i.

ivweuoz, on 176mm; C. fleas an www 6M Q bl'oznnf Nov. 24l 1925- D. C. HESSIAN AIR BRAKE MECHANISM Filed May 26. 1924 2 Sheets-Sheet 2 Patented Nov. fl/i, i925.

DENNS C. HESSIAN, OF DETROQCT, MICHIGAN.

AIR-BRAKE IVIECHANISIVI.

Application led May 26, 1924.

To UH 'tc/tom 'it `nmy/ conce/rn:

lie it known that l, DnNNis C. Hessian, a citizen of the United States oit America, residing` at l'letroit, in the county of lllayne and State ot lliichigan, have invented certain new and useful lmjirovements in Air- .lirake illechanism, ot which the following is a specititation7 reference being` had therein to the accompanying; drawings.

rthis invention relates generally to auto-- inatic air brake systems and the like and refers more particularly to pressure equalizing attachments for the standard air brake systems oi" trains.

One of the essential objects ot the invention is to provide a simple and inexpensive attachment of this type havingr means for maintaining the same air pressure in the usual brake cylinders as that in the main train line pipe or conduit when the brakes operated by the pistons in the cylinders are set so as to obviatc the necessity ot releasing and recharging;- the main train line pipe or conduit preliminary to making; a further application oi air to maintain slow speed when the train is goingl down a hill or inclined road bed.

Another object is to provide simple and eil'ective means for regulating the operation ot the pressure eqnalizinp; means.

lilith the above and other objects in view the invention consists in certain novel features oit construction, combination and arrangementoi parts as will be more fully described and particularly pointed out in the appended claims.

In the accompanying drawings:

Figure l is a side elevation of the usual brake apparatus of a car havingg` parts broken away and in section and showing;` my invention applied thereto;

Figure 2 is an enlarged longitudinal secw tional view through .my attachment when the brakes are released;

ll`ig2fure 3 a view similar to llia'urc 2 but showing the parts in position when the brakes are set.

Referring now to the drawings in which like characters of reference designato cor responding parts throughout the several views, the numeral l designates a triple valve which may be either a quick action triple valve as shown or a plaintriple valve and which controls lirst, the passage oi air under pressure from the main train supply pipe or conduit 2 to an au;, ary reservoir Serial No. 715,980.

second7 the passage ot air under pressure troni the auxiliary reservoir to the brake cylinder 1l. which encloses the brake actuating mechanism, designated generally by the nume 1al Li and third7 the passano oi air under pressure from the brake cylinder to the atmosphere. The main train pipe receives its supply oit air under pressure troni a main reservoir (not shown) in conin'nniication with suitable air pumps not shown) and the supply of air to the train pipe is controlled by means of a suitable valve (not shown) which is usually located in the cab of an engine and which also controls the passage ol air :from the train pipe 2 te the atmosphere. Normally the pressures oit air are equal in the train pipe and in the auxiliary reservoir so that as soon as any reducf tion or" pressure is made in the train pipej as a result of the operation ot the valve in the cab to permit the passage oi air -trom the train pipe to the atmosphere or 'from other causes, the pressure of air in the auxiliary reservoir will `be greater than that in the train pipe`r consequently the piston 5 and slide G ol the triple valve will be moved oli" ot' their respective seats to permit air from the auxiliary reservoir to pass into the brake cylinder and actuate the brake mechanism to set the brakes.

Then the brakes are set, the pressures ot 'air upon opposite sides of the triple valve will be equalized so that when an increase or' pressure is made in the train pipe, the triple valve will usually operate to discharge the air from the brake cylinder and thus permit the brake mechanism to release the brakes before the auxiliary reservoir is recharged from the main train pipe or conduit 2. However. should the pressures ot air `in the brake cylinders be lower on account o'l leakage oi air, it is apparent that the brakes would not hold eiiectively: and before the auxiliary reservoir could be recharged and a further application oi air could be made to reset the brakes7 the latter would be released by the triple valves. Hence, theie i a grave probability oit the train gainiifie tou much momentum or even getting beyond control before the brakes could be reset while the train is going' down a hill or steep grade.

To overcome this very objectionable fea 'ture ol' the standard air brake system,1 l preferably provide an attachment desigrnated generally at 7 for maintaining the air pressure in the brake cylinders at the saine pressure as that in the main train line pipe or conduit 2 so that the necessity of recharging the system to make a further application of air is obviated entirely. In detail, an auxiliary cylinder 8 is preferably mounted on 'the brake cylinder 4 and is provided at its opposite ends with suitable caps 9 and 1() respectively. Located in the cylinder 8 is a suitable piston 11 that is adapted to be actuated by the compressed air from the main train line pipe 2. As shown, a stem 12 is secured to one side of the piston 11 and extends through the cap 10, while a rod 18 is preferably secured to the opposite side of the piston 11 and extends through the cap 9. Secured to the cap 9 is a tube 14 that preferably surrounds the rod 18 and is connected by a suitable T fitting to a tube 16 that also surrounds the rod 13. As shown7 the rod 18 is preferably provided with a longitudinally extending passage 17 that connects at its opposite ends into the transversely extending passages 18 and 19 respectively. The passage 19 is adapted to `register with the passage 2() in a tube 21 that is connected at its upper end to a T fitting 22 secured to the tube 1G and is connected at its lower end to the brake cylinder i adjacent to the auxiliary reservoir 8, while the transverse passage 18 is adapted to register with a transversely extending portion 2st of a restricted passage 25 extending longitudinally of the tube 16 and communicating with the main portion of the T fitting 15. rhe laterally extending portion 26 of the T fitting 15 is preferably connected by a suitable pipe or conduit 27 to the main train line pipe or conduit 2. Thus, when the rod 18 is disposed in the position shown in Figure 8 of the drawings, the brake cylinder 1 will be placed in communication with the inain train line conduit 2 so that the air pressures therein will be equalized. For maintaining this equalization of air pressures in the brake cylinders and main train line pipe, I preferably provide'a suitable coil spring 28 that surrounds the stem 12 and urges the piston 11 toward the cap 9. However, the

tension of this spring is such that the normal built up pressure of air from the main train line pipe 2 against the piston 11 will hold the spring 28 compressed as shown in Figure 2 of the drawings. Hence, communication between the main train line pipey or conduit 2 and the pipe 21. leading to the brake cylinder will normally be cut ott. Inasmuch as the passage 25 is restricted it will be readily apparent that air from the main train line pipe or conduit 2 will flow faster through the tube 141 toward the piston 11 in the cylinder 8, and as a result, the rod 18 will be moved rearwardly so that communication between the main train line pipe or conduit 2 will be cut oft before pressure could be appreciably built up in the brak cylinder 4. However, the passage 25 is of such a size that sufficient air from the train line pipe 2 may be supplied to the brake cylinder 4- to take care of leakage and to maintain equal pressure in the cylinder and tra-in line pipe when the brakes are set.

For preventing the escape of air from the brake cylinder when the passage 19 is ont of registration with the passage 20, I preferably provide a small piston 8O that is slidably mounted in the main portion of the T fitting 22. In order that the movement of this pist-on 8() will be controlled automatically by the movement of the rod 18, I preferably provide a suitable coil spring 81 that extends between the piston 8() and a cap 82 secured to a tube 88 threadedly engaging the main portion of the T fitting 22. The spring 81 preferably surrounds thel stein 81 of the piston 8O and is lighter in weight than the spring 28 so that it will be readily compressed by the piston 8() when the rod 18 is moved forwardly.

In order that the tension of the spring 28 may be varied to regulate the movement of the piston 11 and rod 13, I preferably provide an abutment plate for the spring 28 that is sleeved on the stem 12 and is adapted to be adjusted longitudinally of the cylinder 8 by means of suitable bolts 86 threadedly engaging the cap 10. For limiting the forward i'novement of the piston 11 so that the transverse passage 19 in the rod 18 will register properly with the passage 2() in the tube 21. I preferably provide a suitable nut 87 that is threaded onto the stem 12 for engagement with the outside of the cap 1t).

In use, when the brakes are released, the spring 28 will be compressed by the piston 11, the passages 18 and 19 will be out of registration with the passages 241 and 2() rcspectively and the piston 8O will close the passage 20 in the pipe 21 as shown in Figure 2 of the drawings. Then the brakes are set the pressure in the train line conduit 2 will be reduced below the pressure o'l' the spring 28, consequently, the latter will lmove the piston 11 forwardly so that the lviassages 18 and 19 respectively in the rod will register with the passagr-s 2-1 and 2() respectively in the tube 16 and pipe 21 and the pistou 8() will be moved against the spring 81 away froin the passage 2t). Air from the train line pipe 2 will then pass to the passage 2() in the pipe 21 leading to the brake cylinder whereby the pressure of air in the ln'ake cylinder will be maintained at train liuc pressure without affecting the usual triple valve.

While it is believed that from the foregoing description, the nature and advantages of the invention will be readily apparent, I desire to have it understood that I do not limit myself to what is herein shown and described and that such changes may be relos llo

Lese

sorted to when desired as l'all within the scope ol what is claimed.

that I claim as my invention is:

l. The combination with an air brake system includiniga main supply pipe and a brake cylinder', ot' means for n'iaintaining the pressure ot air in the brake cylinder substantially equal to the air pressure in the niain pipe, said means includingl an auX- iliary pipe connected to the brake cylinder, a men'ilicr normally closingl the passage in said pipe, an auxiliary pipe connected to the main pipe, a tube connected to said auxiliary pipes, and means in the tube engageable with the member alforesaid :tor controlling the passage ot air lfrom one auxiliary pipe to the other.

The combination with an air brake system including` a main supply pipe and a brake cylinder, oit means itor automatically maintaining the pressure of air in the brake cylinder substantially equal to the air pressure in the main pipe, said means including auxiliary pipes connected respectively to said main pipe and bralae cylinder, a tube connected Vto said au:\:iliaij\Y pipes, said tube liariim` a miss;4 rc constantly in communication nitli the tn'st-iuentioned auxiliary pipe, and a valve men'iber in the lube havingl passai/:es adapted lo register with the pasfage in tbc tube and tbc passage in the last-mentioned auxiliary pipe.

El. 'llie combination u'ith an air brake system including' a main supply pipe and a bralte cylinder, otA means iter automatically maintainingl the pressure ol air in the brake cylinder substantially equal to the air pressure. in the main pipe, said means includingY auxiliary pipes connected respectively to said main pipe and brake cylinder, a tube cuinectcd to said auxiliary pipes, said tube having a restricted passage, and a reciprocating valve meniber in the tube having` transverse passages and a longitudinally en tendingv passage connecting said transverse passages, one transverse passage being adapted to register with a portion ot the re.- strictcd passage in said tube, tbe other transverse passagebeing adapted to register with tbe passage in the last-mentioned auxiliary pipe. Y

l. rllu combination Awith an air brake sysH (cui ii'icludinpY a main suyqily pipe and a brake cylinder, ot' means tor nuiintaining the pressure oiE air in the brake cylinder subslantially equal to the air pressure in the main pipe, said means including' a connection between the main pipe and the brake cyliiuler. a reciprocating member controlling the pas C ot' air through said connection, and vieldablc means `lor actuating,- said niember when the pressure of air inthe main pipe reaches a predetermined pressure.

5. The combination with an air brake system including a main supply pipe and a brake cylinder, ot means for automatically maintaining the pressure ot air in the brake cylinder substantially equal to the air pressure in the main pipe, said means includingl a sectional conduit extendingbetween the main pipe and brake cylinder, a member in one section of said conduit it'or controlling` the passage ot' air through said conduit, and a yieldable member for actuating the member aforesaid.

(i. rllhe combination with an air brake system including' a` main supply pipe and a brake cylinder, ol means for automatically controlling the pressure of air in the brake cylinder substantially equal to the air pressure in the main pipe, said means including auxiliary pipes connected respectively to said main pipe and aid brake cylinder, a tube connectedv to said auxiliary pipes, a member in said tube tor controlling` the passage oit' air :troni one auxiliary pipe to the other. a yieldable member for actuating said me aber ivlien the air pressure in the main pipe is reduced a pre-determined amount, and means 'for' regniating;` the tension of' said yieldable member whereby the first-mentioned member will be actuated when tbe air pressure is reduced al di'd'erent pre-determi ned amo un t.

7. llie ctnnbiiurtion with an air braliesystem inchiding` a main supply pipe and a brake cylinder, ot means for automatically maintaining' the pressure of air in the brake cylinder substantially equal to the air presxurein the main pipe, said means including auxiliary pipes connected 4respectively to said brake cylinder and main pipe, a tube connected to said auxiliary pipes, a member in the tube :tor controlling` the passage of air trom one auxiliary pipe to the other, an auxiliary cylinder connected to the last-inentioned auxiliary pipe to be supplied with air theretron'i, a piston in tbe cylinder connected to the member aforesaid, and a yieldable member ttor actuatingy said piston when the pressure oit air in the main pipe reaches a pre-determined pressure.

8. rllie con'ibination with an air bralte system including a main supply pipe and a brake cylinder, ot means for automatically maintaining' the pressure ot air in the brake cylinder substantially equal to the air pressure in the main pipe, said means including auxiliary pipes connected respectively to said main pipe and said brake cylinder, a tube connected to said auxilia ry pipes, inea-ns in the tube :tor controlling,` the passage of air from one auxiliary pipe to the other, an auxiliary cylinder connected to the firstmentioned auxiliary pipe adapted to be supplied with air thereit'rom, a piston in the cylinder adapted to move the Control mea-ns for cutting oit communication between the' auxiliary pipes aforesaid, a yieldable member tor actuatingsaid control means for llt) opening coimnunication between said auxiliary pipes, and an adjustable member engaging said cylinder Mfor regulating the tension or' said yieldable member.

9. The combination With an air brake system including a main supply pipe and a brake cylinder, of means for automatically maintaining the pressure or air in the brake cylinder substantially equa-l to the air pressure in the main pipe, said means including an auxiliary pipe connected to the brake cylinder, an auxiliary pipe connected to the main pipe, a tube connected tosaid auxiliary pipes and having a restricted passage in communication with the last-mentioned auxiliary pipe, a member in said tube having transverse passa-ges and a longitudinal passage connecting said transverse passages, one transverse passage being adapted to register with a portion of the restricted passage aforesaid, the other transverse passage being adapted to register with the passage in the irst1nentioned auxiliary pipe, a piston adapted to be actuated by the air from the second-mentioned 'auxiliary pipe to move the member aforesaid rearwardly to place the transverse passages respectively out ot registration with the restricted passage and passage in the first-mentioned auxiliary pipes, means for moving said piston and member forwardly to place the transverse passages respectively in registration with mesas@ the restricted passage and the passage in the inst-mentioned auxiliary pipe, and a spring-pressed member adapted to close the passage in the inst-mentioned auxiliary pipe When the member aforesaid has been moved rearwardly.

10. lThe combination with an air brake system for trains including a train line pipe or conduit and a brake cylinder, of means for automatically maintaining the pressure of air in the brake cylinder substantially equal to the air pressure in the main pipe, said means including auxiliary pipes connectedrespeetively to said brake cylinder and train line pipe, a tube connected to said auxiliary pipes having a restricted passage in communication with the second-mentioned auxiliary pipe, an auxiliary cylinder connected to the second auxiliary pipe, a piston in said auxiliary cylinder, a rod secured to said piston having transverse passages and a longitudinally extending passage connecting said transverse passages, one transverse passage being adapted to register With a portion of the restricted passage aforesaid, the other transverse passage being adapted to register with the passage in the first-mentioned auxiliary pipe, and a yieldable member for actuating said piston.

In testimony whereof I allix my signature.

DENNIS C. HESSIAN. 

